Control apparatus



9 Y c. M. HINES 2,428,

' CONTROL'APPARATUS Filed June so, 1943 2 sheets sheet 1 Z 3 INVENTOR Q CLAUDE;M.HINES 1|? v ATTORNEY m; I BY I Patented Oct. 7, 1 947 CONTROL APPARATUS Claude M. Hines, Pittsburgh, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application June 30, 1943, Serial No. 492,871

8 Claims.

This invention relates to control apparatus and more particularly to a propulsion system embodying a plurality of prime movers such as of the Diesel type.

In certain ships a plurality of reversible Diesel engines are used for driving a ships propeller, these engines being connected to the propeller through individual clutches. In order to obtain a relatively high degree of maneuverability of the ship, it is desirabl that the engines be operable either individually or in multiple, to turn the propeller in either one direction or in the opposite direction. Further, if the propeller is being driven by one engine operating in one direction, it is imperative to prevent another engine operating in the opposite direction being connected to the propeller at the same time.

One object of the invention is th provision of a multi-reversible-engine propulsion system providing for individual or multiple operation of the engines to drive a member such as a ships propeller in either one direction or in the reverse direction, but so arranged as to prevent an engine operating in one direction being connected to the propeller While the propeller is being driven by another engine operating in the reverse direction.

Another object of the invention is theprovision of such a system in which two engines operating in reverse directions may be individually connected to drive the propeller but so arranged as to prevent both engines being connected to the propeller at the same time.

Other objects and advantages will be apparent from the following mor detailed description of the invention.

In the accompanying drawing; Fig. 1 is a diagrammatic view, with certain parts in section and other parts in outline, of a control system embodying the invention, and Fig. 2 is a sectional view of an operators control device several of which are shown in elevation in Fig. 1.

Description As shown in the drawing, the reference numerals I and 2 indicate two reversible engines, such as of the Diesel type, which are connected through couplings 3 and 4, respectively, and a reduction gear 5 to a shaft 6 which may be a ships propeller shaft. The couplings 3 and 4 may be of any suitable type, and magnets I and 8 are provided for controlling the operation of the respective couplings, Energization of the magnets renders th couplings effective to connect the respective engines to the reduction gear, while deenergization of the magnets render the couplings ineffective, or disconnects the respective engines from the reduction gear. I

The reference numeral 9 indicates a pneumatic power starting, reversing and stop control means for engine 1. This means is controlled through two pipes l0 and H, which may be respectively called a forward pipe and a reverse pipe. Fluid under pressure supplied to the forward pipe 10 will cause operation of the'control means 9 to effect starting and running of the engine l in, for instance, a direction to cause forward movement of the ship, while supply of fluid under pressure to pipe H will cause operation of the control means 9 to effect starting and running of the engine in the reverse direction. The provision of fluid at the same pressure in both pipes l0 and II will condition control means 9 to cause stopping of the engine.

The reference numeral l2 indicates a starting, reversing, and stop control means for engine 2. This means may be like the means 9 associated with engine I and operative in the same manner with respect to engine 2 upon supply of fluid under pressur to either a forward pipe l3, or a reverse pipe I4, or upon equalization of the fluid pressures in both of said pipes.

The engine i is provided with a shaft l5 which is rockable by a lever l6 for governing the fuel supply to the engine to cause operation thereof at a desired speed or output of power. The lever I6 may have an engine idling position in which it is shown in the drawing to cause operation of the engine at an idling speed and. may be movable in a clockwise direction for increasing the speed of the engine. A dot and dash line H indicates a position which the lever 16 may assume to provide operation of the engine at maximum speed or power output.

Adjustment of the governor lever it may be' controlled by a cylinder device l9 which comprises a piston [8 connected by a rod 20 to one end of said lever. A spring 2| encircling rod 20 bears against one side of piston 18 for urging same to the position shown in the drawing to move the lever IE to its engine idling position. At the opposite side of piston i8 is a pressure chamber 22 for receiving fluid under pressure to act on said piston. Fluid under pressure supplied to chamber 22 will position the piston [8, against the opposing power of spring 2|, in accordance with the pressure of such fluid and thus correspondingly position the lever i6, whereby the speed or power output of the engine may be varied in proportion to such pressure. It Willthus be seen that any desiredspeed or power output of out.

vide maximum speed or power output of engine 2. The lever 24 may be adjusted pneumatically by a cylinder device 26 like the cylinder device I9.

Structures such as above described are sowell known that no further description thereof is're- A dot and dash line 25 indicates a i quired in the present application for a clear un derstanding of the invention. It is desired, however, to point out that the cylinder devices I9 and 26 provide for individual control of the speed or power output of engines I and 2, respectively; the starting, reversing, and stop control means 9 and I2 provide for individual starting of said'en'gines in either direction, and the couplings 3 and 4 provide for individual connecting and disconnecting of the engines to and from the propeller shaft 6, whereby either or both of the engines may be caused to operate in either and the same direction and be connected to drive the propeller shaft 6,

or said shaft may be driven in either one direc tion or in the reverse direction .by either individual engine. I I

According to the invention, there are provided individual manually operative starting, reversing,

and stop control devices and 3'I for controlling operation of the power starting, reversing, and stop control means 9 and I2 of engines I and 2 respectively, a single speed control device 32 for controlling operation of the cylinder devices I9 and, 26 at both engines, a selector device 33,"and interlock devices 34 and '35 which are cooperative with the selector device 33 and the speed control device 32 to provide for control of the speed of the two engines either individually or in unison. .Means for controlling the couplings 3 and 4 are also provided as will be later brought The control device 30 may comprise a casing containing two fluid pressure supply and release valve device I30 and I3l each of whichicomprises a fluid pressure supply valve I32 contained in a chamber I33 which is open by a passage I34 to a fluid pressure supply pipe I35. The casing has an annular seat I36 for engagement-by-the valve I32 and a spring I31 contained in chamber I33 acts on said valve for urging it towardssaid seat. The valve I32 is provided witha stem I39 freely extending axially through the seat I36 into achamber I39 wherein 'a release :valve I-49 on the end of said stein is provided .for-cooperation with a seat 'I M formed on one=endofa piston I42 which is slidably mounted in the .casingan'd forms one end of said chamber. The release valve seat I4I encircles a fluid pressurerelease passage I 43 which opens to'a chamber :I44 formed between. piston I42 and a plunger I45 also slidably mounted in the casing in coaxial relation with said'piston and the valves I 'and I32. Chamber I44 is open through a passage I46 tozchamber I41 which is in constant communication with atmos;

tially its free height with said plunger in the position in which it is shown in the drawing. A bias spring I50 contained in chamber I39 and having one end supported by the casing bears against piston I42 for urging same out of seating engagement with the release valve I 40. The pipes II] and II are connected to the release valve chambers I39 in, respectively, the valve devices I39 and'I3I.

The two valve devices I30 and I3I are arranged in spaced parallel relation and the ends of the two p1ungers'I45, opposite the respective chambers I44, are engaged by the outer ends of two oppositelyarranged bell cranks |5l and I52 which are fulcrumed on pins I53 in the casing. A roller I54 is secured in each of the adjacent or innner ends of. the bell cranks I5I and I52, and the two rollers I54 engage oppositely arranged but like'surfaces of a cam I55 which is secured to turn with a rock shaft I56. An operators control lever 33, disposed outside oifthe casing, is connected to the shaft I 56. for rock ng-Same. With the operators-control lever 38in a new tral or stop position, in which it is shown in the drawing, the cam I55 and bell cranks I5I and-I52 may: permit moyement of the parts of the valve devices I30 and HI to the-position in which they are shown in the drawing uriderthe pressure of The lever 39 is movable from :itsneutral posi- 7 tion to ;a forward position indicated byxaudot' and.

dash line39. Upon such movementthe cam I155 will actuate =bel-l 'crank -IS- I- to move the plunger I45 in-the valve device I3Il-downward in the directionf ofpiston I42, while the, bell crank I52 an d thereby the. parts of the valye device I31 will remain in g the position in which :they iareshown in the .drawing ito'maintainthe pipe -II open to atmosphere.

, the valve device 1310, ithesplunger A 45 as it moves downward as just described, will, through the medi-.um -.of spring, I49, .shift the piston ".142 also downwardly and during such 1-rnovementgthe valve seatwI II on said piston willengagethemelease valve I49 in a.positioniofslever138-,such:as indicated :by :a :dot .;;and--dash .line 4.51; Further downward movement of ,plunger :I4i5,arrd piston I42 will then move the release valvev =I49*andrsul ply -valve I 32 ;ther;ewith, zresultinggin :unseati g of'said supply valve, whereuponrfluid sundenpres sure from :thecsupply pipe J35 iwillflow pastsaii'd sup lyval-ve to" chamber, I39zand thence @to pipe I0. ?Ihe :pressure offiuidth'us obtained :in :chamher I 3 9 opposes spring I49 son :the :piston A242 and when such pressure becomes sufficient to overcome said spring, thepiston'dfl will move against 1 said spring and :permit movement oi -the supply valve 132 3 by spring ,;I:3;1 iin the-:directi'on .:of.

itsseat I36. wAsthepiston' I 42l2h17lSImOlL6S against spring I49 {the :pressure of said'spri-ng :Will :in:

, crease, andxthe charaicteristics'eof thezsnringzmay phere through apassage 148., A-control spring' I49 contained in chamber I44 'hason'e end bearingagainst piston I 42 whilethei o'pposite 'endbears against, plunger I 45 and :saidspringais at'substam be. such, with :the lever. :38 in the J iorwardposition indicated by the-dot and dash line; 39, i as to'fpreventssufficient movement of 'piston'l 42: by pressure 7 ofzfiuidtfrom ithev supplyrpipe I35 :t'ogpermit' clossupply rvalvezlii Zzmayiseat :before zthe zpressure of same degree as in the supply pipe I35. This is immaterial, for the pressure of fluid obtained in pipe I0 with the operators control lever 38 in its forward position 39 will, with pipe II open to atmosphere, efiect operation of the starting, reversing and stop control means 0 to cause starting and running of engine I in a direction for driving shaft 6 to cause, for instance, forward movement of a ship.

The lever 38 is also movable to the opposite side of neutral position to a reverse position, indicated by a dot and dash line 40, for actuating the valve 'device I3I, to supply fluid under pressure to pipe II in the same manner as the valve device I30 was operated to supply fluid under pressure to pipe I0. When the lever is moved from the forward position 39 back to neutral position, the plunger I45 in the valve device I30 will be returned to the position, in which it is shown in the drawing, by the pressure of spring I40 which will expand and reduce its force on piston I42, whereupon spring I50 plus pressure or fluid in chamber I39 will return piston M2 to the position also shown in the drawing to permit closing of the supply valve I32 and unseating of the release valve I40 so as to rel-ease fluid under pressure from pipe I 0. With fluid under pressure released from pipe I0 and supplied to pipe H, as just described, the starting, reversing and stop control means 9 will cause starting and running of engine I in the opposite direction. Return of lever 38 to its neutral position from either its forward or reverse position will open both pipes 60 and II to atmosphere to cause operation of the starting, reversing and stop control means 9 to stop the engine I,

The control device 3i is identical to the control device 30 and is provided for controlling supply and release of fluid under pressure to and from pipes I3 and I4, and comprises an operators control lever 4I, corresponding to lever 33 of the control device. The lever 4I has a neutral or stop position, a, forward position indicated by a dot and dash line 42 and a reverse position indicated by a dot and dash line 43, for effecting operation of the starting, reversing and stop control means I2 to cause engine 2 to start and run in either a forward direction, a reverse direction or for stopping said engine.

It will now be seen that by operation of the independently operative control devices 30 and 3! the engines I and 2 may be caused to operate in either and the same effective direction or in relatively reverse directions.

The control device 32 is provided for controlling pressure of fluid in a forward speed control pipe 36 and a reverse speed control pipe 3'! and may be identical to the control device 30 above described, the numeral 44 being employed to designate the operators control lever for the control device 32, but said lever corresponds to lever 38 of the control device 30.

Lever 44 of the control device 32 has a neutral position for causing operation of said device to open both pipes 30 and 3'1 to atmosphere and is movable out of said position in the direction of a maximum forward pressure position, indicated by a dot and dash line 45, to provide fluid in pipe 36 at a pressure corresponding to the extent of such movement, as will be presently described, while opening pipe 3'! to atmosphere. Movement of lever 44 in the opposite direction from neutral position to a maximum reverse pressure position, indicated by a dot and dash line 46, will cause operation of the valve devic 32 to supply fluid to pipe 31 at a pressure corresponding to the extent of such movement, while maintaining pipe 36 open to atmosphere.

Let it be assumed that lever 44 is moved out of neutral position to a position say midway between neutral and the maximum forward pressure position 45. This will cause a corresponding downward displacement of plunger I45 in the respective valve device I30 which will cause opening of the supply valve I32 therein to supply fluid under pressure to pipe 36. When the pressure of fluid thus supplied to pipe 36 and acting in chamber I39 on piston I42 becomes increased sufiiciently, it will move said pistonagainst spring I49 to permit movement of the supply valve I32 toward its seat, and said supply valve will finally contact its seat and prevent further flow of fluid under pressure to pipe 36 when the pressure therein and in chamber I39 becomes increased to a degree corresponding to the position of plunger I45 and hence corresponding to the position of the operators control lever 44 out of its neutral position.

If now the lever 44 is moved further in the direction of the maximum forward pressure position 45, the plunger I42 will be moved downward a correspondingly greater degree to again unseat the supply valve I32. Fluid under pressure will then again flow from the supply pipe I35 to pipe 36 until the pressure in said pipe is increased sufficiently for actuating piston I42 to permit closing of the supply valve I32 for again limiting the pressure obtained in said pipe to ya degree corresponding to the position of lever 44. A maximum pressure of fluid will be obtained in pipe 36 when the lever 44 is in the maximum forward pressure position 45.

Now assuming that it is desired to reduce the pressure in pipe 36 to a degree still in excess of the minimum pressure, which may be atmospheric, the lever 44 is moved back toward neutral position to a new chosen position. In the valve device I30 the plunger I45 will be moved upwardly with lever 44 by spring I40 and assume a correspondingly new position, as a result or which, the pressure of spring I49 on piston I42 will be reduced. Pressure of fluid in chamber I39 will, as a result, move piston I42 away from the release valve I40 whereupon fluid under pressure will be released from said. chamber and pipe 36. As the pressure of fluid in chamber I39 and pipe 36 is thus reduced spring I49 will move piston I42 back toward and finally against the release valve I40 to prevent further release of fluid under pressure from said chamber and pipe, thereby limiting the pressure of fluid in said pipe to a degree corresponding to the position of lever 44. If the lever is moved further toward neutral position the pressure of fluid in pipe 33 will again be correspondingly reduced as will be evident from the above description.

When the lever is returned to the position indicated by the dot and dash line i517, the release valve I40 in the valve device I30 will become seated by spring I49, in the manner above described, when the pressure in pipe 36 and chamber I39 becomes reduced to substantially that of the atmosphere, While in neutral position of said lever the release valve will be held open by pressure of bias spring I50 on piston I42, as above described.

It will now be seen that in neutral position, and in the position of lever 44 designated by the dot and dash line I57, the pressure in pipe 36 will be atmosphere pressure, While a maximum pres- 7 7 sure will bepr'ovided said pipeiin the position indicated by the dot and "dash line '45; and for any intermediate position of said lever the pressure in said pipe will be of an intermediate de gree proportional to the distance said lever-is out of neutral position. It will be further noted that under the condition just described the pipe 3'! will be vented.

Ina manner which will be apparent from "the above description, the pipe 36 may be vented-and any selected pressure or fluid between af'zn'in'imum and maximum may be provided "in-pipe '31; Icy-properly adjusting the lever 44 between neutralposition and the maximum ressure reverse position indicated by the dot and dash line as. The dot and dash line E53 at this side o fjneutr'al position designates the position of lever 'e i 'in which the piston M2 in the valve device 13! will just seat against the respective" release valve 145 upon movement of lever away from neutral posi tion toward the maximum pressure position 46. Movement of lever 44 in the direction of the dot and dash line 45 as described above 'i's intended for use in controlling the speed of the engines and/or 2,,in a manner which will'be later described, when the engines are operatingin a direction tocause forward movement ofthe' ship, while movement in the opposite'clirection is intended for use when the engines are operating in the opposite direction. V

The selector device 33 comprises a casing 4! containing a rotary valve (i3, and an operating lever 49 connected to said valve for turning same to either one of three positions. The lever' lil'h'as :an. individual control position in tvhi cll 'it 'is shown, and is rockable therefromin a count'e'rclockwise direction to a multiple control'position for forward movement of the ship, which'position is indicated by a dot and dashiline '53.- The lever 44 is also movable in theopposite" direction from the individual position shown in the draw ing to a multiple control position'for asternf movement of' the ship, which position is'iiidicatedby a dot and dash line l-he speed control cylinderdevice'lfi associated with engine i is connectedby a pipe {52 t'othe peripheral'surface of the rotary'valve 8,'vvhile the cylinder device 26 associated with engine-dis connected by a pipe 53 also to the peripheral face ofthe rotary valve 48. In the individual control position of the selector valve lever '59 a cavity 54 in the rotary valve establishes communication between pipe 52 and a pipe 55 leading to -the side" outlet of a conventional type double check'v'alve" device 56, while another cavitybl in said valve establishes communication between pipe "53 and a pipe'ES leading tothe side cutletof another double check Valve devioefifi which may be like;

the double check valve device 56. In the position of "lever 49 indicated by the dash and dot line" 50 the cavity 54 in the rotary valve id is arranged to connect pipe 55 to both pipes 52 andSSa'nd to isolate the connection with pipe '58, whilefln the" position indicated by the dot'and dash line 5!:65

cavity 51in said valve will connect'p'ipesSZ and 53 to pipe 58 and isolate pipe'55n other ends of the double check valve devices '56 and'59 are connected by pipes 52 and"53, rests-c;

ti'vely, to the interlock device 35.

The interlock device as comprisesa magnet; 65'and two. oppositely seating axiallyaligned poo 1 pct valves G's andfiTar'rang'ed for control bysaid magnet. The valves 65 and 61 are contained- 1h chambers 38 and. 69 to which pipes- 6'] and 6 0 respectively, are connected. The valve 66 is provided for controlling communication between chamber 68 and a chamber 70, while the valve '81 is provided for controlling ccirnnunication' between chamber 69 and chamber 70, the chambe'r 10 being open to pipe 33 leading to the speed control device 32. When the magnet '55 is-energized it is operative to close Valve 63 and open valve 67. A spring '64 acting on the valve 61 is provided for seating same and opening the valve 66 upon de'energization of magnet 65.

The interlock device 35 may beidentical to the interlock device 34 and therefore comprises a magnet 11 and two oppositely seating poppet valves 12 and 13 contained in chambers 14 and 15 which are connected to pipes 32 and '63, re-V spectively. The valve 1271s arranged to control communication between chamber 74 and a chainberTl while valve 13 is provided to control coinmunication between chamber 15 and chamber 71. Chamber H is open topipe 31 leading to the speed control device 32. Energization ofmagnet "H isarranged to close v'alv'e 1 2 and open valve 13, while upon'dcenergization of said mag net a :spring 78 acting on valve vl3 will act to close valve 13 and open the valve 1-2. i.

. BMa'gnet "65 has one terminal arranged to be connected by switches to be later described to one-sideof a source of electric curren-t, such as a B "wire 82,whi1e the other termin'al is arranged to be connected to the other'side'oi'said source of electric current or a-B+ wire-"83, the cir'c'uit between said B+ wire and magnet being'c'onto the B- wire'82 through switches to be later 7 t described, while the other terminalis connected to'B'+ wire'fliithrougha normally olosed switch which also will :be later described, and by way of a switch'lil controlled bylever 4| of the starting; stopping, and reversing control-device- 3I. -Wit-h' level-"4i in its neutralFposition"and'inits" forward 7 a starting positionindicatedby the dot and dash linetZ, the switch 8| will be' open, while with said lever inthe reverse "starting position iridicated by the dot and dash line 43 said switch will be closed. The magnet'll can, therefora be energized-only"with:lever M infitsreverse position.

under the power 1 of both engines I and 2,-the levers Stand 41 of the two starting" and revers-' ingjcontrol 'devic'es'3ii and 3| are moved to -the'ir forward positions indicated by the dot andfdash lines 39 and 52, respectively, totherebyefiect starting "ofsaid engines in the same direction; 'This operatioh' of lower 38 closes switch'80 to energizermagnct 65 for closing valve 66 and opning valveBLsoas to connect the forward speed control -pipei36'to pipe 60. The selector-lever d9 will be'moved to its multiple forward control positionindicated by dot rand" dash line s'o' if it is desired to propel theship forwardly that cavity 54 therein will connect pipe 55 to both pipes 52 and 53 whereby movement of lever 44 of the speed control device 32 from its neutral position in a forward direction toward the dot and dash line 45 will control the pressure of fluid in both of the speed control cylinder devices I9 and 2B for thereby controlling the speed or power output of the two engines in unison.

If it is desired to propel the ship in an astern direction under the power of both engines, the starting control levers 3B and 4| will be moved to their reverse starting positions indicated by the lines 48 and 43. The switch 8| will thereby be closed to effect energization of magnet 1| and consequent closing of valve 12 and opening of valve 73 for connecting the reverse speed control pipe 31 to pipe 63. Lever 49 of the selector device 33 will be moved to its reverse multiple control position indicated by the dot and dash line for connecting pipe 58 to both of the pipes 52 and 53 whereby movement of the speed control lever 44 in a clockwise direction from its neutral position shown will cause operation of the two cylinder devices 9 and 26 in unison to effect simultaneous and like adjustments of the speed of both engines for propelling the ship in an astern direction.

The two engines may be started and run in opposite directions, if desired, under which condition the speed of either engine, but not of both, can be individually controlled through the selector valve device 33 which will be in its individual control position shown in the drawing.

Let it be assumed that the levers 38 and 4| are in their forward and reverse positions indicated by lines 39 and 43, respectively, for thereby causing the two engines to operate in reverse directions. Under this condition of levers 38 and 4|, the two switches 80 and 8| will be closed and thereby the magnets 65 and II will be energized for connecting pipes 36 and 31 to pipes 60 and 63, respectively.

With the parts thus conditioned, if the operator desires to increase the speed or power output of engine I while the engine 2 is operating in the reverse direction at idling speed, he may move lever 44 in the direction of the left hand to supply fluid under pressure through pipe 36 past the magnet opened valve 61 and thence through the double check valve device 53, and pipes 55 and 5:2 to the cylinder device IQ for providing any desired increase in speed or power output thereof, while movement of said lever back toward neutral position will release fluid under pressure from the cylinder device l9 by way of pipe 36 to reduce the speed of the engine if such is desired. To accelerate engine 2 while engine is operating at idling speed, the lever 44 may be moved to the right hand or reverse side of its neutral position for supplying fluid to pipe 31 from which it will flow past the magnet opened valve 13, through double check valve device 59, and pipes 58 and 53 to the cylinder device 26 associated with the engine.

On the other hand if lever 38 of the control device 38 is in its reverse position indicated by line 48 and lever 4| of the control device 3| is in its forward position indicated by line 42 both of the switches 88 and 8| will be open and the magnets 65 and H as a consequence deenergized. Under this condition movement of lever 34 toward the left-hand from its neutral position will supply fluid to the forward pipe 36 and thence past valve 66 in the magnet device 34 to pipe 6| from whence it will flow through the double check valve device 59 and pipe 58 to pipe 53 and thence to the cylinder device 26 associated with engine 2 to thereby accelerate said engine operating in a forward direction, while the engine operating in the reverse direction remains at idling speed. If the lever 44 of the control device is moved toward the right-hand from its neutral position, fluid will be supplied to pipe 31 and thence through the magnet valve device 35, pipe 32, double check valve device 56 and pipes 55 and 52 to the cylinder device |9 associated with engine whereby this engine operating in reverse may be accelerated to any desired degree while engine 2 operating in a forward direction'will remain at idling speed.

From the above it will be seen that the two engines may be individually started and caused to run in either and the same direction, or in reverse directions, and the speed of the engines may be controlled either-individually or in unison by operation of the speed control device 32 as determined by the position of the selector device 33.

The engines I and 2 are arranged to be connected and disconnected to and from the propeller shaft 6 by means of the couplings 3 and 4 which are controlled by magnets and 8, as above described. When it is desired to drive the propeller shaft 6 by both engines I and 2 operating in either one direction or in the reverse direction, it is essential that both couplings 3 and 4 be operated to connect said engines to the reduction gear 5, but in case it is desired to drive the propeller shaft 6 by only one engine at a time, it is desirable that only the coupling 3 or 4 of the selected engine, be operated to connect that engine to drive the propeller shaft 6, while the other coupling be maintained in a condition preventing the coupling of the other engine to said propeller shaft. This control of the two couplings 3 and 4 is obtained through the medium of structure partly associated with the control devices 30. 3|, and 32, the selector device 33 and by other means which will now be described.

The structure for controlling magnet 1 of coupling 3 comprises a manually .closable and openable three pole switch which includes three movable contacts 86, 81, and 88. When the system is in operation, all of these contacts are closed, the contact 86 connecting 13+ wire 83 to a wire 88a which is connected to one terminal of the coupling control magnet 'I and also to the movable contact 81. With movable contact 81 in its closed position electric current is supplied from wire 88a to a wire 89 leading to one terminal of a magnet 98 and to the switch 88 associated with the starting, reversing, and stop control device 39. The other terminal of magnet 98 is connected to a wire 92.

The magnet 98 is arranged to control two back contacts 93 and 94 and a front contact 95. The front contact 95 controls a circuit between the other terminal of the coupling magnet I and a wire 96 which extends through a protection device 91 to contact 88 of the three pole switch. The contact 88 is provided for normally closing the circuit between wire 96 and the B wire 82 whereby upon closure of contact 95, magnet 1 will be energized to render coupling 3 effective to connect engine I to the propeller shaft 6. Opening of contact 95 will therefore effect deenergization of magnet and operation of coupling 3 to disconnect engine I from the propeller shaft 6. The protection device 91 is provided for operating the switch contact 86 to open the circuit through the magnet I in case, for instance, of a short cirsto'p control device 3!.

11 cuit in said magnet. The switch .94 is arranged in series with a resistance 98 across the two terminals of magnet l for dampening current surge necting the B+ wire 83 to a, wire I02 leading to one terminal of magnet 8; a contact I03 for controlling the energizing circuit of said magnet by way of a protection device I00, and a contact I05 for connecting wire I02 to a wire I06 which leads to switch 8| associated with the starting,

reversing, and stop control deviceBI for engine 2. The wire I06 also leads to a magnet I01 which, like the magnet 00, is arranged to control two back contacts I 08 and I00, and one front contact H0. The front contact H is arranged inseries with contact I03 of the three pole switch I00 to control the circuit through magnet 8. The contact I09 is arranged in series with a resistance 109a across the terminals of magnet 8 for dampening current surge upon opening of contact H0. The other terminal of magnet I01 is connected to a. wire III.

The selector device 33 is provided with two contacts I I3 and H4 which are movable with lever 49'. '92. leading to magnet 90, while contact H0 is connected to wire III leading to magnet I01. The movable contact H3 is arranged to cooperate with fixed contacts H in the forward and reverse muitiple control positions of lever 49, indicated by lines 50 and 5!, respectively, to connect The contact I13 is connected to wire ment of lever out of idling or neutral position "in the direction of the dot and dash line 05,,is arranged tQ engage a fixed contact I26 connected to wire I2I. opposite or reverse direction from its neutral position will cause contact. I25 to move into en.- gagement with a fixed contact I21 connected to Slight movement of lever 44 in the wire I22. The contact I25 is arranged to engage the contacts I26 or I2'I'in' the positions I51 and I58, respectively, of lever 44 and hencebefore causing acceleration of either or both of the engines l and '2 upon movement of lever 44 in either one 'direction'or theopposite direction from its neutral position, and to then maintain such contact'duringiall Jfurther movement of'the lever away from neutral position. Any suitable structuremay be provided foraccomplishing this end, but inthe present embodiment, the movable contact I25 may be considered assufficientlyfiexible to ailow movement of the lever 44 in either direction to its full speed position indicated-by either line 45' or line 46 after engagement with either contact 126 or contact I21.

As before mentioned the three pole switches and I00 willboth be closed normally, as when the ship is in use. With the switch 85 closed, electric current will be supplied from the B+ wire 83 through the switch contact 86 to wire 88a leading to one terminal of magnet 1 and through the switch 81to wire 89 leading to one terminal of magnet 90 and to the switch 80 associated with the control device '30. Likewise, current from the B+ wire 83 will be supplied through contact I01 of the switch I00 to one terminal of the coupling wire 92 to a wire H6, this connection being broken with the lever 49 in itsindividual control position shown in the drawing. The movable contact II is arranged to cooperate with fixed contacts I l1 in the forward and reverse multiple control positions of lever 40 to connect wire III to a wire H8, and to break such connection with said lever in its individual control position shown in the drawing.

The back contact I08 associated with magnet I0! is provided for controlling a connection between wire 92 and wire IIB, while the back contact 93 associated with magnet 90 is provided for controllng a connection between Wires III and H8.

i 39 the movable contact I I9 is arranged to connec't wire II6 to a wire IZI, while in the reverse start position of said lever said contact "is arranged to connect wire H6 to a wire I22. The movable contact I20 associated with the control device 3I is operative with lever 4| thereof in its forward start position indicated by line 42 to connect wire M8 to wire I2I, and .in the reverse start position of said lever to connect wire US to wire I22. In the neutral positions of levers '38 and GI the movable contacts H0 and I20 open the connection between wires H5 and 'I I8, and wires I21 and I22, respectively. 7

A movable contact l25 is associated with the speed control device 32 for movement by lever 44. This contact is permanently connected to the .B wire 82 and upon slight forward movemagnet'fl and also through switch I05 to wire I00 leading to magnet 1 and'to switch 8| associated with the control device 3 I.

Let it be assumed that the control levers of the control devices 30, 3|, and 32 are in their neutraltpositions shown and that lever 49 of the selector device 33 is also in its neutral position shown. The wire 92 will then be connected through the back contact I08 associated with magnet I01 to the switch II9 associated with the control device 30 and also to the switch device H3 associated with the selector devic 33, and sinceboth of these switches are open, the magnet 90 will remain deenergized for opening the contact 95,so that the coupling magnet 1 will be deenergized .for effecting operation of coupling 31:0 disconnect engine I from the propeller shaft 6. Likewise the magnet I01 will be deenergized since the switch contact H4 is out of contact with movable contacts H1 and switch I20 associated with control device 3! is open. As a result, contact H0 controlled by magnet I01 will be :in its open position efiecting deenergization of magnet Sand thereby operation of the coupling 4 to disconnect engine 2 from the propeller shaft 6. With the two engines thus disconnected from the propeller shaft 6 either may be independently started and run in one direction or in the reverse direction or bothv may be run in the same direction, if desired, in the manner before described.

Let it be assumed that it is desired to propel the ship forwardly under the power of both engines I and 2. To accomplish this, lever 38 of the-control device 30 is moved to its forward starting position indicated by line 39, and lever 41 of the control device 3| is moved to its forward starting position indicated by line 42 to thereby start the engines in their forward direction. In this positionof the control lever 38-contact -I I9 connects wire H6 to wire I2I, while contact I20, associated with the control device 3I,

Lever 49 of multiple control position indicated by line 50 and in which the contacts IIS and H4 connect wires 92 and Ill from the magnets 9% and Iiil to wires I I6 and H8, respectively. It will be noted that the two magnets 80 and II are still deenergized so that the couplings 3 and 4 are still in condition disconnecting the engines I and 2 from the propeller shaft 5.

With the apparatus conditioned as above described, the operator may now move lever 44 in the direction of line 55 for causing acceleration of both of the engines I and 2 in unison to a desired degree as above described. As the lever 45 is thus moved, contact I25 is shifted into contact with finger I25 connected to wire IZI before acclerating the engines, and this simultaneously closes the circuits through both of the magnets 90 and IE1. These magnets are thus energized and operate to close the front contacts and I ll! respectively, to thereby effect energization of magnets I and 3 and consequent operation of both couplings 3 and 3 to connect engines I and 2 to the propeller shaft. It will thus be seen that movement of lever 4t out of its neutral position will first effect operation of the two couplings to connect the engines to the propeller shaft and. then further movement of said lever will cause operation of said engines in unison at any desired degree of speed or power output.

The back contacts 93 and m3 of magnets 95 and IIll are opened upon energization of said magnets, as just described, but this is of no consequence in the multiple operation since the circuits, controlled by said contacts under a diiferent condition to be later described, are, under the present operation, both closed by the movable contacts H3 and I4 3 associated with the selector device 33.

If it is desired to employ the power of both engines I and 2 for driving the ship in an astern direction, lever 49 of the selector device 33 is moved to its reverse multiple control position indicated by line 5I and levers 38 and M of the two control devices 39 and 3| are moved to their reverse start position indicated by lines 413 and 43, respectively. In these positions of levers 38 and M the movable contacts I I9 and I20 operated thereby connect wires H6 and H8, respectively,

to wire I22 so that upon movement of the speed control lever 44in the direction of line 55 and consequent movement of contact I25 into engagement with contact I21, the circuits through cou-- pling magnets 'I and 8 will be closed and both couplings 3 and 4 will therefore be operated in unison to connect the two engines to the propeller shaft 6 and then said engines may be accelerated to the desired speed 'by further movement of lever 44.

Now let it be assumed that it is desired to employ engine I for moving the ship in a forwardly direction and at the same time have engine 2 running in the reverse direction in readiness for connection with the propeller shaft to move the ship in an astern direction whereby either engine may be connected to the propeller shaft individually for obtaining rapid reversal of movement of the ship, if such is desired.

To accomplish this, control lever 38 of the control device 38 is moved to its forward position indicated by line 39 for starting the engine I to turn in a direction for driving the ship forwardly. Lever 4| of the control device 3| is moved to its astern position indicated by line 43 for starting engine 2 in the reverse direction. The selector device 33 is moved to its individual control position as shown in the drawing and in which the circuits controlled by movable contacts H3 and I I 4 associated with said device are opened. With lever 38 of the control device 36 in its forward position, contact II9 connects wire lit to the forward wire IZI, while with lever 4| of the control device 3| in its reverse position contact I20 associated therewith connects wire II8 to the reverse wire I22.

To now attain forward movement of the ship, lever 44 of the speed control device is moved out of its neutral position in the direction of line.45 and this moves contact I25 into engagement with contact I26 for thereby closing the circuit through the magnet 90 by way of back contact I08 associated with magnet III'I, it being noted that magnet Ili'l remains deenergized under this condition due to the circuit through said magnet being opened by contact H4 associated with the selector device 33 the lever is of which is in its neutral or individual control position, and said circuit is also open at contact I29 associated with the control device 3|. This energization of magnet 90 upon movement of lever 44 closes the front contact 95 for effecting energization of magnet I and thereby operation of coupling 3 to connect the engine I to the propeller shaft 6 following which the engine I may be accelerated by lever 44 as previously described. The circuit; of magnet 8 controlling coupling 4 is at this time open since magnet II)? is deenergized as just described so that the engine 21 disconnected from the propeller shaft 6, but may operate at idling speed in the direction the reverse of operation of engine I.

If it is desired to disconnect engine I from the propeller shaft 6 and connect the reversely operating engine 2 to said shaft for reversing the direction of movement of the ship, the lever 44 of the speed control device 32 may be moved back to its neutral position which reduces the speed of engine I to idling and then said lever i moved to the opposite side of neutral position in the direction of line 46. This movement of lever 44 first breaks the circuit through magnet 99 at contact I25 and then said contact engages the contact I21. The deenergization of magnet opens contact 95 to effect deenergization of magnet 1 and operation of coupling 3 to disconnect engine I from the propeller shaft. Deenergization of magnet also effects closure of the back contact 93, so that upon movement of contact I25 into engagement with contact IZ'I the circuit through magnet I01 is closed by way of contact I25 associated with the control device 3i. The consequent energization of magnet Ifil operates front contact III] to close the circuit through magnet 8 so as to effect operation of coupling 4 to connect engine 2 to the propeller shaft 6. Thus the propeller shaft 6 is disconnected from engine I and connected only to the reversely operating engine 2 which may then be accelerated to a desired degree by operation of the speed control lever 44 to cause movement of the ship in the reverse direction, while the engine I continues to operate in its forward direction at idling speed.

It will now be seen that lever 24 may be moved to either one side or the other of its neutral position for connecting either of the two reversely operating engines to the propeller shaft 6 in order to obtain rapid reversal in direction of movement of the ship, but both engines cannot be connected to the propeller at the same time since with the .15 selector lever 49 in its individual control position, theopencontacts I I3 and II 4 prevent energizationof both magnets 99 and It'Iand thereby coupling magnets I and 8 at the same time.

With the. selector device 33. in its individual engine position shown in the drawing providing for' individual control of the speed of the engines and of the couplings 3 and 4, either engine'may be employed to drive the ship eitherforwardly or astern with the other engine stopped, but the other engine, even if subsequently started, can- .notat the same time be connected to.the.pro-

peller shaft 6 without turning-the selector device '33to theproper multi-control position, as Will .now be described.

' Assume that theselector lever 43 is in its individual control position shown in the drawing,

that lever 38 of the .control device 30 is in its 'forward position indicated by line 39 for causing running of engine I in a forwarddirection and that lever e4'is at the left hand side of neutral position effecting energization of magnets 9i) and :1 and thereby operation of coupling -3 to the magnet I 31 cannot be energized and the coupling .4 cannot therefore be caused to oprate to connect engine 2 to the propeller shaft 6.

If the engine I is running in the reverse direction, switch .88 will be open causing deenergization of the interlock control device 34 and wire I I6 Will be connected to wire I22. With lever 44 of the speed control device 32 at the right hand side of its normal position the coupling 3 will connect engine I to the propeller shaft 6 and magnet 90 being energized will open'the back contact .93 to prevent closing of the circuit through mag- 1 net" III! in case lever 41 of the control device 3I peller shaft with the selector device 33 in its individual control position in which acceleration of engine 2 in unison with engine I is not pro- I vided' for. Under the conditions just set forth in which the magnetfifi is deenergized the control of speed of engine I upon movement of lever 44 in the direction of line 46 is provided through pipe 31, the interlock device .35, the magnet 'II of. which is deenergized at this time, pipe 62,

double check valve device 53, pipe 55, cavity 54 in the selector device 48 and thence through pipe 52 as before described. The magnet II is deenergized at this time with the control lever 4I in its neutral position due to the magnet circuit being opened by switch M as previously described. This circuit isalso controlled by back contact 93 so that under the operating condition being described, said circuit will be maintained open if lever 4I of the control device 3! should be moved to its reverse starting position indicated by the line 43 for starting the engine I in the same direction as the engine I is operating.

It will now be seen'that when the ship is being driven either forwardly or astern under the power of engine I and at which time the selector lever 43 will be in its neutral position, theopening of contact 93 by magnet 93 prevents operation of coupling 4 to connect engine 2 to the propeller shaft 6 in case engine 2 should be subsequently started in the same direction and also maintains magnet H of the interlock device 35 deenergized in case the control device M is operated-to-start engine 2 in reverse so as to maintainopen-the communication between the reverse speed control pipe 3'! andspipe 58 through which the speed'of 7 engine Iis controlled by'the control device-'32.

In case'it is desired to useonly engine} for dIiViIlg' the ship said engine may be started by operation of lever 4! of the control device-3| in either the forward or reverse direction and the operation of lever 44 of the control device 32,110 either its forward or reverse position, depending upon the direction in which the engine-Zis running will then cause energization of magnet I0] and operation of the coupling 4 to connect said engine to the propeller shaft 6. This energization of magnet It? opens the back contact' lllfi so as to prevent engine I being connected to the propeller shaft with the control devicev33-in its individual control position, in case engine I should be subsequently started in the samedirection. The opening of contact I08 acts tomaintain magnet 65 of the interlock device 34 deenergized in case lever 38 of the control device 30 is moved to its forward position for starting engine I in a forward direction, so that with engine 2 operating in the forward direction itsspeed may be controlled through pipes 36 and 6| andthen through the double check valve. devicefiflv pipes 58 and 53.

It will thus be seen that While the shipisbeing driven by either one of the engines, the. other engine may be started in either direction. case the other engine is started in the direction reverse'to that of the driving engine the propeller shaft 3 may be connected thereto by suit.- able operation of lever 4-4 which operationwill disconnect the one engine, whereby relatively rapid maneuverability of the ship may .be obtained in either direction in themanner, above described.

In case, however, it is desired to connect the second engine to the, propeller shaft to aid the other engine driving same, the said second en.-.- gine may be started in the same direction and the selector valve lever 49 must then be moved to the multiple control position determined by the direction of operation of the engines. This operation of the selector valve device moves the con.-

tacts H3 and H4 into engagement with one or the other of contacts H5 and III, asdetermined by the direction of movement of the ship, and

such operation shunts the back contact 93 or I08 and closes the circuit through either magnet or magnet Id'a', depending upon the engine which previously was not operating, whereby said mag.- net is energized to effect operation of the respective coupling 3 or 4 to. connect that engine to. the propeller shaft along with the other engine.

Movement of the selector lever 43 to, the multiple control position described also connects. the speed control cylinder !9 or 23 of the engine being cut in to speed control pipe 36 or .31 where,

, in either direction, either engine may be out out at will. If, for instance, under such a condition it is desired to disconnect the engine 2 from the propeller shaft whereby the ship will continue to be driven only by engine I, lever 4| of the control device 3| may be returned to its neutral or stop position andlever 49 of the selector device'33 may be returned to its individual control position in which it is shown. This operation of the selector lever 49 opens the electric circuits controlled thereby and the return of lever M to stop position also opens the circuit controlled by contact I29 which permits deenergization of magnet I01 and consequent operation of coupling 4 to disconnect engine 2 from the propeller shaft, and at the same time, the back contact I08 closes the circuit between magnet 9s and contact H9 associated with the controldevice 36 whereby the magnet 90 is maintained energized or promptly reenergized so as to maintain the engine I connected to the propeller shaft 6. maintains or promptly reopens the back contact 93 so as to prevent engine 2 being again connected to the propeller shaft while being driven by engine I with the selector device in its individual control position. The movement of the selector device to its individual control position also closes the speed control connection between the speed control device 32 and the speed control cylinder 26 associated with engine 2 but maintains the speed control connection between said control device and the engine I. The engine I thus remains under control of the speed control device 32 while the engine 2 is cut out of such control. I

If while the ship is being driven under the power of both engines in either direction it is desired to retain engine 2 for driving the ship and cut out engine I, such cut out may be attained in a manner which will be evident from the above description by movement of lever 38 w of the control device 33 back to its neutral or stop position and return of the selector valve lever .49 to its individual control position.

Summary From the above description it will now be seen that I have provided a ships propulsion control system embodying a plurality of reversible propulsion engines, only two being shown in the drawing by way of illustration, which provides for a maximum degree of maneuverability of a This operation of magnet 98 however ship in either direction. The ship may be driven in either direction under the power of both engines or under the power of only one engine. If the ship is being driven by only one engine, the other may be connected to drive, if such is desired. The engines may be caused to operate in reverse directions and either connected to drive the ship but under such a condition both cannot be connected at the same time. The engines may be started in either direction and stopped at the will of the operator. The connecting of the engines to drive the ship and the control of the engine speed is governed by a single lever the operation of which is the same whether one engine or both are being employed. The position of the selector device determines the number of engines responsive to operation of the speed clutch control'lever 44. The control system is relatively simple and provides a relatively I power from the prime mover;

18 high degree of flexibility of control and therefore of maneuverability of a ship.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In combination, two reversely operating prime movers; coupling mechanism arranged to transmit power from said prime movers; an operators control lever having a neutral position and being selectively movable in either one direction or another from said neutral position; interlock mechanism controlled by said lever to control said coupling mechanism; said lever being operable upon movement in said one direction out of said neutral position to effect operation of said interlock mechanism to render said coupling mechanism eiiective to transmit power from on of said prime movers and ineffective to transmit power from the-other prime mover, and said lever being operative upon movement in said other direction out of said neutral position to efiect operation of said interlock mechanism to render said coupling mechanism effective to transmit power from said other prime mover and ineffective to transmit power from the said one prime mover; individual speed regulating mechanism for each prime mover having an idling position and being adjustable out of said idling position to increase the speed or output of the respective prime mover; and speed control means controlled by said lever to control the speed regulating mechanisms for both prime movers and operable upon movement of said lever in said one direction to effect adjustment of the speed regulating mechanism for said one prime mover out of said idling position and operable upon movement of said lever in said other direction to eiiect adjustment of the speed regulating mechanism for said other prime mover' out of said idling position.

2. In combination; two prime movers; coupling means for each prime mover ada ezlto be ren dered either effective or ineffec e to K regulating to regurneans for each prime late the power outputthereor; an o; ors control lever; and mechanism control d by said lever to control both coupling means and speed regulating means.

3. In combination; two reversible primefmovers; individual coupling means for each prime mover adapted to be rendered either efiective or ineffective to transmit powerflirorn the prime mover; speed regulating means for each prime mover adjustable to regulate the power output thereof; an operators control lever; control mechanism operable by said lever to control said coupling means and speed regulating means for both of said prime movers; and selector mechanism comprising means operable to render said coupling means for both prime movers responsive in unison to the operation of said control mechanism and to also render said speed reguiating means for both prime movers responsive in unison to the operation of said control mechanism, said selector mechanism also comprising means operable to render the coupling means for either prime mover efiective and the speed regulating means for the last mentioned prime mover responsive to the operation of said control mechanism, and to at the same time render the other coupling means inefiective and the other speed regulating means nonrcsponsive to operation of said control mechanism.

4. In combination; two prime movers; an indi- AZ AW vidual speed regulating means for each prime mover operable to vary the power output there;- of; speed control means operable to control the operation 'of said speed regulating means for both prime movers; a lever for operating said speed control means; and selector mechanism comprising means operable to connect both of the speed regulating means to said control means for control in unison by said lever, said selector mechanism also comprising means operable to selectively disconnect either one of said speed regulating means from said control means to provide 'for individual control by said lever of the other speed regulating means. 7 a

5. In combination; two prime moversra first control means operable to -selectively effect starting and stopping of one of said prime movers; a second control means operable to selectively efiect starting and stopping of the, other prime mover; twojspeed regulating means, one for regulating the speed of each of said prime movers; two control conductors; a speed control means for con trolling both of said speed regulating means; interlock mechanism adjustable, in response to operation of said first control means to efiect starting of the respective prime mover,;to connect said speed control means to one of said control conducto'rs and adjustable in response to operation of said first control means to efiect stopping of the respective prime mover, to connect said speed control means to the other of said control conductors; and selector means adjustable to one position to connect both of said speed regulating. means to the first'mentioned control conductor, and adjustable to another position to connect the speed regulating means of said second prime mover to the second mentioned control conductorv and to disconnect the other speed regulating means from said speed control means. 7

r 6. In combination; two reversible prime movers; coupling means foreach prime mover adapted to be rendered either effective or inefiective to transmit power from the prime mover: two operators control means, one for controlling'the starting, stopping and reversing of each prime comprising means operable when said control prime mover, nonresponsive to operation of said control device.

7. In combination; two prime movers; 'cou* pling means for *each prime mover opera-tive totransmit power therefrom; speed regulating means for each prime mover adjustable toxeffect operation of the respective prime mover at an idling speed andalso at a speed in "excessgof idling speed; an operaters control means operable to adjust saidspeed regulating means on both prime movers; and interlock means operable by said operators control means to selectively render said i coupling means either effective or ineffectivein unison, with said speed regulating means v adjusted to efiect operation of said prime movers at said idling speed.

, 8. A system for controlling the speed of agprime mover and-the effectiveness of coupling means for transmitting power from said prime mover comprising in combination, speed regulating means adjustable toselectively-efiect operation of said speed control means to effect operation of said prime mover either at an idling speed or at a speed in excess of said idling speed; coupling control means operable to rendersaid coupling mover; speed regulating means for each prime mover operable to vary the power output thereof;

an operatorscontrol device'for controlling said coupling means and speed regulating means; interlock structure associated'with each of said control means and adjustable thereby in accordance with the direction of operation of the respective prime mover; and mechanism cooperative with the interlock structures associated with the two control means and also cooperative with said control device, said mechanism comprising 1 means'operable, when said control means are opmovers in the samedirection, to render said coupling means and speed regulating means on both prime movers respectively controllable in unison "eratjed to effect starting of both of said prime i by said control device, said mechanism further means either effective or ineffective; an operators control leverhaving a first position, a second position and-being movable outof saidsecond p0- sition in a directionaway fromsaid first lposition;

speed control means operable bysaid lever in saidfirst and second positions to adjust said speed regulating means to'eifect operation of said prime mover at said idling speed and operable by said lever upon movement thereoflout of saidsecond position in the direction away irom said first position to-adjust said speed regulating means to in; 7 crease the speed ofsaidiprime mover above said idling speedpand mechanism operable by said lever-in said firstposition-to effect operation of said coupling control means to render said couplingmeans --inef fective andoperable in ;-all other positions ofsaid leverto effect operation of said Coupling co rol mea s to render said coupling means effective. V a ,l

. oiT'Efi) The-following references are of record ithe file of this :patent? t V V U ITED sai frns'i n rsilfiiris Number Name Date; Y,

1,682,358 QAHgL-ZS, 1928 June 30, "1-942 2,289,654 --July--14,' 1942 e Sept; 24, 1945 

